Two-cycle rotary-cylinder internal-combustion engine.



c. McLAREN. TWO-CYCLE ROTARY-CYLINDER INTERNAL COMBUSTION ENGINE.

APPLICATION FILED JUNE 26 I915- 11,213,519 Patented Jan.23,1917.

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4 Eva WW C. McLAREN. TWO-CYCLE ROTARY CYLINDER INTERNAL COMBUSTION ENGINE. APPLICATION FILED JUNE 26. 1915.

1,21 3,51 9., Patented Jan. 23, 1917.

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'IINESSES': IN VENTOR YNL' Nrwms PETERS co.. Pnbm-urun" WASHINGTON. n c.

C McLAREN. TWO-CYCLE ROTARY CYUNDEB HJTERNAL COMBUSTION ENGINE. APPLIGAIIDN EILED JUNE 26. I915.

Patented Jan. 23, 1917.

3 SHEETS-SHEET 3.

\VITNESSES: PNVENTOR Eheafer/Wiaren.

PATEN if FIFEQE.

CHESTER. MGLAREN, 0F OAKLAND, CALIFORNIA.

TWO-CYCLE ROTARY-CYLINDER INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Application filed June 26, 1915. Serial No. 36,511.

To all whom it may concern Be it known that I, CHESTER MGLAREN, a citizen of the United States, residing at Oakland, in the county of Alameda and State of California, have invented new and useful Improvements in Two-Cycle Rotary- Cylinder Internal-Combustion Engines, of which the following is a specification.

This invention relates to a twocycle rotary cylinder internal combustion engine.

One object of the present invention is to provide an improved form of two-cycle engine which is so constructed that the cylinders may be air cooled, both internally and externally.

Another object is to provide means whereby more complete scavenging of the cylinders may be accomplished and also to induce the fresh charge entering the cylinders by suction in place of compression.

Further objects will hereinafter appear.

The invention consists of the parts and the construction and combination of parts as hereinafter more fully described and claimed, having reference to the accompanying drawings, in which- Figure 1 is a cross section of the engine. Fig. 2 is a detail of the inlet manifold.

Fig. 3 is a detail view of the scavenging piston. Fig. 4 is a side elevation of the carbureter. Fig. 5 is a side elevation of the engine, partly in section. Fig. 6 'is an enlarged detail view of the master bearing and crank pin. Fig. 7 is a detail view of the master bearing, with attached connecting.

rod and piston. Fig. 8 is a perspective view of the crank case and the stationary side plates 2 and 3. Fig. 9 is a side elevation of one of the cylinders.

Referring to the drawings in detail, the engine consists of a stationary frame comprising a pair of side plates 2 and 3, between which is rotatably mounted in ball races 1 a crank case 5 to which is secured, as at 6, a plurality of cylinders 7. Extending through and secured between the frame plates 2 and 3 is a stationary crank pin 8, on which is turnably mounted a master bearing 9, with attached connecting rod 10; the remaining connecting rods and pistons being pivotally mounted in the master bearing in the usual manner, as indicated at 11.

Formed in the outer end of each cylinder is an opening 12 in which is formed a seat 13, and adapted to normally rest on said seat, to close the opening, and also for the purpose of forming a head or closure for the outer end of the cylinder, is a scavenging piston 14, there being one for each cylinder. Secured to each scavenging piston and extending through opening 13 is a rod 15, and turnably mounted in the outer end of each rod is a pair of rollers 16 which are so positioned as to engage with a channel-shaped cam track 17, the purpose of which will hereinafter be described.

Formed near the inner end of each cylin der, at a point near the innermost position assumed by the piston, is a port 20 which is brought into and out of register with an exhaust port 21 and an inlet port 22 formed in the stationary frame plate 2 during the revolution of the cylinders. The exhaust port 21 is covered by a manifold similar to that indicated in Fig. 2 for the purpose of conveying the gases away from the engine, while the inlet port 22 is similarly covered with a manifold, which in turn is connected with a carbureter 23, of suitable construction, or such as is shown in Fig. 1.

Suitably mounted on the frame plate 2 is a magneto or generator 24:, on which is mounted a friction wheel 25 which is driven by an outwardly extending flange 26 formed on the crank casing. This flange is provided with contact members 27, one for each cylinder, and these contacts are connected by wires 28 with spark plugs 29. T he contacts 27, during the revolution of the cylinders and connected crank case, will engage with a suitable circuit making and breaking device 0n the generator, thus making and breaking the circuit at the desired point during the revolution of each cylinder.

In operation, referring to Figs. 1 and 5, it will be assumed that the cylinder 7 is under full compresson and ready to be ignited. Ignition taking place drives the piston downwardly and at the same time causes the cylinder to turn in the direction of arrow at until the cylinder assumes the position indicated at 7 The cylinder port 20 is here uncovered by the piston and port 20 will at the same time be in register with the segmental-shaped exhaust port 21 formed in the frame plate 2, permitting the burnt charge to exhaust or reduce itself to atmospheric pressure. For the purpose of completely removing the burnt charge, the scavenging piston 14 has at this point moved inwardly toward the main piston in the direction of arrow 7). This is accomplished Patented Jan. 23, rear.

by the cam-like formation 32 formed in the channel track 17. The roller 16, on the outer end of the rod 15, engaging the rise of the cam 82 forces the scavenging piston l t inwardly, causing the remainder of the burnt or expended charge to be entirely removed through the registering ports 20 and 21.

Formed on a central point between the cylinder indicated at T and the cylinder indicated at 7 is a dividing point 33 where the cam track is shaped, as at 3%, so as to pull the piston 14: in an outward direction or to a point where it will again permit the scavenging piston to engage its seat and close the upper end of the cylinder. The outward movement of the piston is not only caused by the shape of the cam track but is also produced, more or less, by centrifugal action. This outward movement of the pie" ton while the main piston is, practically speaking, stationary, at a point where the port 20 is still uncovered and in register with the segmental slot or port 22, produces a vacuum within the cylinder which causes a fresh charge to enter through the carbureter and the registering ports 22 and 20, thus inducing a complete fresh charge which will be gradually compressed while the cylinder is moving from the point indicated at 7 to the upper position at 7 where it is again ignited and the same cycle of operation repeated.

The provision of the piston 14, together" with the means for reciprocating same, does not only provide means for completely scavenging the cylinders on the inward movement and inducing a new charge on the outward movement, but it also provides a means for thoroughly and efiiciently air cooling the cylinders, as the inward movement of the piston will cause air to be drawn through the ports in head 18 and opening 13 directly into the interior of the cylinder. The walls of the cylinder are in this manner cooled both internally and externally and particularly at the point where the heat of combustion reaches the highest temperature.

In common practice it is well-known that the amount of charge admitted to the cylinder is determined by the stroke of the piston. In the present engine the amount of gas admitted may be made greater or less as the operator desires; this being accomplished by either varying the length or stroke of the piston 141- or by increasing or decreasing the length of the main admission port 22. In other words, the stroke of the piston, together with the position and length of the main admission port, may be adjusted or regulated to permit the admission of a larger charge than heretofore has been possible or to admit a smaller charge. In case a small charge is admitted a more complete expansion of the charge is permitted with a resultant gain in H. P. per gallon of gasolene. The channel-shaped cam track is preferably secured interiorly of an oil or splash pan 4.0 which is secured to the frame plates by means of the radially disposed arms 41. The lower end of this splash pan is enlarged, as indicated at 49, to permit the oil running down the sides of the pan to collect at this point. The oil thus collected may again be returned to the several parts of the ingine by means of a. pipe Q3 and a connected pump (not here shown).

An engine constructed as here shown permits, practically speaking, a complete removal of the burnt charge. The admission of cooled air into the upper end of the cylinders at the point of greatest heat not only assists to produce greater cooling eli iciency but at the same time permits higher speed.

The materials and finish oi? the several parts of the engine are such as the experience and judgment oi the manufacturer may dictate.

1 wish it understood that various changes in form, proportions, and minor details of construction may beresorted to within the scope of the appended claims, and that I do not wish to limit myself to the specific design and construction here shown.

laving thus described my invention, what I claim and desire to secure by Letters Patent is 1. In an engine, a ported cylinder, a piston operable therein, an inwardly extending seat formed in the head of the cylinder, a scavenging piston snugly fitting the cylinder and provided with a central enlargement adapted to engage with the seat, and means "for operating the scavenging piston.

2. In an engine, spaced side plates, an interposed crank case rotatable therebetween, a plurality of cylinders on the crank case, a stationary crank pin extending eccentrically through the case and secured to the side plates, a piston in each cylinder, and a rod connecting each piston to the crank pin.

3. In an engine, spaced side plates each having a circular ball race on its inner face, acrank case interposed between the side plates and provided with a cylindrical portion supported on the ball races of the plates, ball bearings in the races, the cylindrical portion of the case being formed with a peripheral series of openings, a cylinder arranged in each opening of the case and eX- tcnding inwardlybetween the plates, a stationary crank pin connecting the plates and disposed eccentrically to the case, pistons in the cylinders, and piston rods connecting the pistons to the crank pin.

4. In an engine, spaced side plates, a retary crank case disposed therebetween and provided with a circular flange overlying the periphery of one of the plates, a generator mounted on the specified plate and operably engaging the flange of the case, cylinders carried by the case, pistons in the cylinders,

a crank pin carried by the plates, rods connecting the pistons to the pin, and sparking means for the cylinders operable from the generator.

5. In an engine, spaced side plates, a rotary crank case disposed therebetween and provided with a circular flange overlying the periphery of one of the plates, a generator mounted on the specified plate and operably engaging the flange of the case, cylinders carried by the case, pistons in the cylinders, a crank pin carried by the plates, rods connecting the pistons to the pin, a sparking element in each cylinder, and a contact for each sparking element connected thereto and arranged on the circular flange of the case, said contacts being adapted to make and break circuit with the generator.

6. In an engine, a crank case having a cylindrical part with enlarged circular end flanges, side plates fitting within the end flanges, cylinders mounted on the case, a circumferential series of contacts on one of the flanges, one contact for each cylinder and connected therewith, a stationary contact on the adjacent side plate adapted to make and break circuit with the series of contacts, pistons operable in the cylinders, and a crank pin connected to the pistons.

7. In an engine, spaced side plates, a rotary crank case interposed therebetween, cylinders on the crank case, pistons in the cylinders, a crank pin connecting the side plates and extending through the case, rods connecting the pistons to the crank pin, scavenging pistons in the outer ends of the cylinders, a cam track surrounding the pistons and crank case, means carried by the scavenging pistons and operably engaging with the cam track for operating said last pistons, a circular splash pan enlarged at its lower end and supporting the cam track, radial arms supporting the pan from the side plates, and alubricant distributing conduit connected to the enlarged lower end of the splash pan.

In testimony whereof I have hereunto set my hand in the presence of two subscribing witnesses.

CHESTER MCLAREN.

Witnesses E. O. ARNOLD, FRED J. REVENNAN.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner oi Patents.

Washington, D. 0. J 

